Railroad-gate



(No Model.)

P. L. BAIR.

RAILROAD GATE.

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FRANCIS L. BAIR, OF EAST YORK, ASSIGNOR TO HIMSELF AND DANIEL IV. DET\VILER, OF LO\VER WINDSOR, PENNSYLVANIA.

RAILROAD-GATE.

SPECIFICATION forming part of Letters Patent No.. 320,113, dated June 16, 1885.

Application filed Julie 3, 1894.

To all whom t may concern:

Be it known that I, FRANCIS LITTLETON BAIR, of East York, in the county of York and State of Pennsylvania, have invented a new and Improved Railroad-Gate, of which the following is a full, clear, and exact description.

Reference is to be had to the accompanying` drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.-

Figure l is a plan View of my improvement shown as applied to a railroad-track. Fig. 2 is a sectional side elevation of the same taken through the line a' m, Fig. 1. Fig. 3 is a sectional end elevation ofthe same taken through the line y y, Fig. I. Fig. 4 is a sectional end elevation of the same taken through the line .e z, Fig. l.

The object of this invention is to provide railroad-gates constructed in such a manner that they will be opened by the wheels of the engine of an advancing train, and will close automatically when the train has passed.

The invention consists in the peculiar construction and arrangement of parts, as hereinafter fully described, and pointed out in the claims.

A represents the rails of an ordinary railroad-track, which may be attached directly to the ties B or to sleepers C secured to the said ties. Two of the ties B are extended beyond the rails A, and to their ends are attached short bars D, to which are attached bearings E for the shaft F.

To the shaft F are attached the plates or frames G, that form the gate, so that the said gate will be opened and closed by the rocking of the said shaft F.

Upon the middle part of the shaft F is formed a crank, F, projecting in the plane of the plates or frames G, to which is pivoted the center of the bar I-I, placed midway between the rails A of the track and parallel with them.

The ends of the bar H are pivoted to the cranks I,formed upon the shafts I,placed upon opposite sides of the main crankshaft F and equally distant therefrom. The shafts I rock in bearings J, attached to bars K, attached to the ties B parallel with and at alittle distance from the inner sides of the rails A.

Upon the ends of the shafts I are formed (No model.)

cranks I2, shorter than the cranks I', and to which are pivoted bars L, placed at the inner sides of and close to the rails A, so that they will be in the paths of the fianges ofthe engine and car wheels.

The bars L, near their ends, are pivoted to cranks l\I,forined upon the ends of the shafts M, which rock in bearings N, attached t0 theend parts of the bars K. The ends of the bars L are beveled, as shown in Fig. 2, so that when struck by the engine wheels they will be pushed forward and downward, turning the crank-shafts M I in their bearings and causing the cranks I of the said shafts I to operate the bar H and crank-shaft F and open the gate G.

The bars L are made of such a length that the gate G will be opened before the engine can reach the said gate G, and that one or more pairs of wheels will always be upon the said bars until the entire train has passed.

To the cranks I of the shafts I are pivoted the outer ends of two rods, O, which incline downward and pass through and slide in bearings P, attached to the ties I3 adjacent to the opposite sides of the gate G. Upon the rods O are placed spiral or other suitable springs, Q, the outer ends of which are attached to the said rods O, and their inner ends rest againstthe bearings I).

Vith this construction, when the gate G is opened, one of the springsQ will be compressed, so that the said gate will be closed by the elasticity of the said spring as soon as the wheels of the last car of the train have left the bars L.

The springs Q hold the gate erect or closed, except when opened and held open by a passing train.

Having thus described my invention, I claim J :it the sides of the rails and pivoted to the said crank-shafts, of the crankshaft F, the crank-shafts I, on opposite sides of the shaft; F and connected to the bars L, and the bar H, connecting the crank-shafts F I I together, substantially as herein shown and described.

3. In a railroad-gate, the combinabiongvth the crank-shafts F M I, the bars L, arranged at the sides of the rails, and Iche bar H, connecting the crankshafts F I I together, of the [o rods O, connected to the cranks I, and the springs Q,surr0unding the said rods, substanf tially as herein shown and described.

FRANCIS L. BA IR.

VVit-nesses:

JOHN A. GNAU, GEORGE W. FRY. 

